US20230331306A1 - Chassis Subframe of a Two-Track Vehicle - Google Patents

Chassis Subframe of a Two-Track Vehicle Download PDF

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Publication number
US20230331306A1
US20230331306A1 US18/028,665 US202118028665A US2023331306A1 US 20230331306 A1 US20230331306 A1 US 20230331306A1 US 202118028665 A US202118028665 A US 202118028665A US 2023331306 A1 US2023331306 A1 US 2023331306A1
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US
United States
Prior art keywords
vehicle
support plate
approximately
chassis subframe
longitudinal
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Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
US18/028,665
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English (en)
Inventor
Thomas DUERRSCHMID
Fabian MUELLER
Dominik Scheuerer
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Bayerische Motoren Werke AG
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Bayerische Motoren Werke AG
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Filing date
Publication date
Application filed by Bayerische Motoren Werke AG filed Critical Bayerische Motoren Werke AG
Assigned to BAYERISCHE MOTOREN WERKE AKTIENGESELLSCHAFT reassignment BAYERISCHE MOTOREN WERKE AKTIENGESELLSCHAFT ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: DUERRSCHMID, Thomas, Scheuerer, Dominik, MUELLER, FABIAN
Publication of US20230331306A1 publication Critical patent/US20230331306A1/en
Pending legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
    • B62D21/11—Understructures, i.e. chassis frame on which a vehicle body may be mounted with resilient means for suspension, e.g. of wheels or engine; sub-frames for mounting engine or suspensions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D29/00—Superstructures, understructures, or sub-units thereof, characterised by the material thereof
    • B62D29/001—Superstructures, understructures, or sub-units thereof, characterised by the material thereof characterised by combining metal and synthetic material
    • B62D29/005—Superstructures, understructures, or sub-units thereof, characterised by the material thereof characterised by combining metal and synthetic material preformed metal and synthetic material elements being joined together, e.g. by adhesives

Definitions

  • the invention relates to a chassis subframe of a two-track vehicle.
  • a chassis subframe for example a front axle or a rear axle carrier, of a two-track motor vehicle usually comprises at least two longitudinal beams which are oriented parallel to one another and at least one transverse beam which connects the two longitudinal beams to one another.
  • Attaching elements for attaching wheel controlling links which links connect the chassis subframe to a vehicle wheel, are arranged on the respective longitudinal or transverse beams which, apart from that, are usually of tubular configuration. Attaching elements of this type are usually connected to the respective chassis subframe part subsequently, by way of welding, for example, and are also known from the prior art as what are known as link lugs.
  • the links are connected to the link lugs by way of a screw connection.
  • the link exerts a force (tensile force or compressive force) on the chassis subframe in the link direction (in particular, in the vehicle transverse direction or combined in the vehicle longitudinal and transverse direction).
  • the force flow in the chassis subframe has to be forwarded via the clamping action of the screw connection from the link bearing into the link lugs on the chassis subframe and from there within the chassis subframe into the vehicle body or other chassis components.
  • these lugs should have as rigid an attachment to the chassis subframe as possible, and a homogeneous stress distribution which is as low as possible should be achieved without extreme points. This requirement applies both to the individual parts of the chassis subframe and to the weld seams which connect them.
  • chassis subframe or its individual constituent parts to be produced from solid material using forming methods, for example in what is known as an internal pressure reshaping method (IPR for short).
  • IPR internal pressure reshaping method
  • chassis subframe It is likewise known for a complete chassis subframe to be produced by joining an upper shell and a lower shell to form a hollow overall construction by way of different joining methods such as, for example, welding.
  • a chassis subframe of a vehicle to be assembled in a manner which consists of an upper shell and a lower shell each formed from carbon fiber-reinforced plastic material and for a hollow body to be formed in this way.
  • the upper shell and the lower shell comprise via metallic insert parts, at least portions of which are laminated into these shell parts and by way of which the shells are screwed to one another.
  • a laminated-in insert part of this type can at the same time be configured for attaching an attachment component such as, for example, a wheel controlling link.
  • Attachment elements or link lugs of this type which have already been integrated into the chassis subframe or into the longitudinal beams or transverse beams have the disadvantage that the link position can no longer be influenced after the chassis subframe assembly. Then, neither what is known as the jaw width (which represents the spacing of the lugs) nor the position can be adjusted in the direction of the screw connection axis.
  • a chassis subframe of a two-track vehicle which comprises at least two tubular longitudinal beams which are oriented at least approximately in the vehicle longitudinal direction.
  • the longitudinal beams are therefore configured as a tubular hollow body.
  • a longitudinal beam of this type is formed in each case from an upper shell and a lower shell, which two shells are joined by a joining method to form the known hollow body.
  • the two shells are particularly preferably welded to one another to form a respective longitudinal beam.
  • the upper shell is oriented in the direction of the vehicle interior compartment in the installed state in the vehicle as viewed in the vehicle vertical direction, while the lower shell is oriented at least predominantly in the direction of the road.
  • the upper shell and the lower shell themselves are preferably configured from an aluminum or steel, and are produced using a sheet metal forming method.
  • a split longitudinal beam of this type enables a higher freedom of form and therefore an improved utilization of the cross section in contrast to what is known as an IPR method, in which the chassis subframe is produced in a finished state as a single-piece hollow component.
  • chassis subframe comprises at least one transverse beam which is oriented at least approximately in the vehicle transverse direction and connects the two longitudinal beams to one another.
  • the two longitudinal beams and the at least one transverse beam then together form, inter alia, a chassis subframe.
  • the chassis subframe can be configured, for example, as a front axle carrier or rear axle carrier.
  • At least one wheel controlling link for connecting a respective wheel of the vehicle to the chassis subframe is attached by way of in each case at least one attachment lug to a respective longitudinal beam.
  • the link can be, for example, a transverse link, a compression or tension strut, a longitudinal link, a crescent-shaped link or a guide link.
  • the link is preferably connected via a screw connection to the attaching lug (also called a link lug).
  • this connection further preferably takes place by way of a screw connection (for example, by means of a rubber bearing) which is configured at least approximately in the vehicle longitudinal direction.
  • an attaching lug or link lug of this type is preferably of two-part configuration here.
  • the link lug preferably comprises two attaching lugs which are spaced apart from one another in the vehicle longitudinal direction and project from the longitudinal beam at least approximately in the vehicle transverse direction.
  • these attaching lugs which project from the respective longitudinal beam at least approximately in the vehicle transverse direction are spaced apart from one another in the vehicle longitudinal direction (the spacing also being called a jaw width) in such a way that an end of a link can be plugged between the wing elements in an ideal manner without distortion stresses and can thus be connected without stress to the vehicle body.
  • the two attaching lugs are preferably attached to the respective longitudinal beam individually by way of a corresponding joining method, in particular a welding method. This individual attachment enables an adjustment capability of the jaw width up to the moment of link attachment.
  • the attaching lug is connected as a single-piece component to the longitudinal beam.
  • it is preferably connected to this longitudinal beam by way of a welding method.
  • the embodiment with two individual attaching lugs which are connected separately to the longitudinal beam has the advantage, in particular, that the above-addressed jaw width can be set and finely adjusted in a flexible manner for link attachment, in particular.
  • the lower shell and the upper shell of a respective longitudinal beam comprise at least one support plate which is produced by the sheet metal forming method.
  • This support plate is arranged so as to project from the longitudinal beam at least approximately in a horizontal plane, at least substantially in the vehicle transverse direction.
  • a horizontal plane of this type addresses a plane which is configured at least approximately parallel to the road and which is defined by vehicle longitudinal direction vectors and vehicle transverse direction vectors.
  • the support plate is preferably arranged as a flat and at least predominantly planar or plate-shaped metal sheet.
  • the support plate can be either on the upper shell or on the lower shell. It is also possible, however, that the support plate is arranged both on the upper shell and on the lower shell.
  • the support plate is a constituent part of the upper shell and/or lower shell, is produced during the sheet metal forming method of the upper shell and/or lower shell, and serves, in particular, to reinforce and support the link lugs.
  • the support plate particularly preferably extends from a surface of the longitudinal beam, which surface is oriented in the stated horizontal plane.
  • the support plate can project from that surface of the longitudinal beam which faces the road.
  • At least one part of the attaching lug or of the two attaching lugs which are arranged on the longitudinal beam for receiving a link is attached to the support plate.
  • this attachment preferably takes place by way of a welded connection.
  • one link lug or a wing element of the link lug is particularly preferably connected to the support plate by a welded connection.
  • the attachment of the support plate to the longitudinal beam can be reinforced further, for example, via a shear field attachment.
  • the weld seam for connecting the attaching lug to the support plate runs at least substantially in the vehicle transverse direction, as viewed in the installed state of the chassis subframe in the vehicle.
  • the weld seams are oriented at least predominantly in the link direction or in the force action direction of the link (in particular, in the case of a transverse link) and are thus loaded mainly with shear stresses.
  • the stresses in the weld seam are distributed homogeneously, and are not concentrated very highly at the weld seam end close to the link, as in the case of a seam which is directed transversely with respect to the link direction.
  • the link lug or the two link lugs lies/lie on the support plate in each case in the installed state in the vehicle, and is/are connected to the support plate in its/their rest position.
  • the support plate has a recess, into which a wheel controlling link can be introduced and in which it can be arranged.
  • the link lug or the two link lugs per longitudinal beam is/are connected directly to the longitudinal beam or to the upper shell or the lower shell via a weld seam which runs in the vehicle transverse direction.
  • the weld seam of the link lug is arranged on that surface of the longitudinal beam or of the upper shell or the lower shell of the longitudinal beam which is configured at least approximately in the stated horizontal plane and is oriented at least predominantly parallel to the road. This can be, for example, that surface of the lower shell which faces the road and/or that surface of the upper shell which faces the vehicle.
  • a chassis subframe is proposed in which at least one transverse beam is produced by way of joining, in particular welding, of an upper shell produced by a sheet metal forming method to a lower shell produced by a sheet metal forming method.
  • the transverse beam is then of tubular and hollow configuration and comprises at least one attaching lug for attaching a wheel controlling link or a tension strut or compression strut such as, for example, a hinged support for mounting or attaching a drive unit.
  • the transverse beam preferably comprises two attaching lugs which are arranged so as to project from the transverse beam at least approximately in the vehicle longitudinal direction, and are particularly preferably connected to the transverse beam by way of a welded connection.
  • the lower shell or upper shell of the transverse beam comprises a support plate which is produced by the sheet metal forming method and is arranged so as to project from the transverse beam at least approximately in a horizontal plane and at least approximately in the vehicle longitudinal direction.
  • the upper shell is oriented in the direction of the vehicle interior compartment, while the lower shell is oriented at least predominantly in the direction of the road.
  • the support plate particularly preferably extends from a surface of the transverse beam, which surface is oriented in the stated horizontal plane.
  • the support plate can protrude from that surface of the transverse beam which faces the road.
  • the support plate can be either on the upper shell or on the lower shell. It is also possible, however, that the support plate is arranged both on the upper shell and on the lower shell.
  • the support plate is a constituent part of the upper shell and/or lower shell, is produced during the sheet metal forming method of the upper shell and/or lower shell, and serves, in particular, for reinforcing and for supporting the link lugs.
  • at least one part of the attaching lug is attached to the support plate.
  • the two preferred attaching lugs are particularly preferably both connected in each case to the support plate.
  • This part of the attaching lug is particularly preferably welded to the support plate.
  • the weld seam is particularly preferably oriented at least substantially in the vehicle longitudinal direction.
  • the attaching lug is attached to a surface of the transverse beam, which surface lies or is configured in the horizontal plane.
  • the attaching lug is preferably welded to the transverse beam (to the upper shell or the lower shell), at least one weld seam being configured at least substantially in the vehicle longitudinal direction.
  • a link for example a wheel controlling link which is oriented at least approximately in the vehicle longitudinal direction, or a hinged support which is likewise oriented at least approximately in the vehicle longitudinal direction can then be arranged between the two preferred attaching lugs and can be connected to the transverse beam by means of a screw connection, for example.
  • the attaching lugs are spaced apart from one another and are arranged next to one another.
  • the stated screw connection is then preferably likewise arranged at least approximately in the vehicle transverse direction.
  • the support plate further preferably comprises a recess, through which or in which a stated link or a tension or compression strut (for example, a hinged support for attaching a drive unit) can be arranged and on the corners or edges of which the two preferred attaching lugs are arranged and lie on the support plate.
  • a stated link or a tension or compression strut for example, a hinged support for attaching a drive unit
  • the proposed chassis subframes therefore enable a rigid attachment of a wheel controlling link or of other tension or compression struts to the chassis subframe of a vehicle, which ensures an optimized introduction and transmission of forces by way of a minimum number of weld seams and, as a result, also brings about a higher service life of the axle.
  • a vehicle which comprises a chassis subframe of this type.
  • FIG. 1 shows a chassis subframe in a three-dimensional view from below.
  • FIG. 2 shows an enlargement of the part of the chassis subframe from FIG. 1 , in which exemplary link lugs and an exemplary support plate are indicated in more detail, where FIG. 2 shows a three-dimensional view from the side, front and above.
  • FIG. 3 shows an enlargement of the part of the chassis subframe from FIG. 1 , where FIG. 3 shows a three-dimension view from the side, front and below.
  • FIG. 2 and FIG. 3 in each case show (as viewed in the installed state in the vehicle) the left-hand vehicle side. It is provided, however, that the right-hand vehicle side has the same embodiment, and is therefore of substantially symmetrical configuration with respect to the left-hand vehicle side about a vehicle center axis.
  • FIG. 1 An exemplary chassis subframe of one axle of a vehicle can be seen in FIG. 1 .
  • the chassis subframe has two longitudinal beams 1 (as viewed in the installed state in the vehicle) which are oriented substantially in the vehicle longitudinal direction X.
  • Two transverse beams 5 in each case connect the two longitudinal beams 1 to one another and are oriented at least substantially in the vehicle transverse direction Y in the installed state in the vehicle.
  • chassis subframe or the longitudinal beams 1 of the chassis subframe are of substantially symmetrical configuration with respect to one another in relation to the vehicle center longitudinal axis in the installed state in the vehicle. All explanations made on the basis of one longitudinal beam 1 therefore also apply in mirror-inverted form to the other longitudinal beam 1 .
  • a respective longitudinal beam is assembled in each case from an upper shell 1 . 1 and a lower shell 1 . 2 to form a hollow, tubular longitudinal beam.
  • the two shells are preferably welded to one another.
  • the two shells are produced by a sheet metal forming method.
  • the longitudinal beams in each case comprise two attaching lugs 3 , by way of which a respective wheel controlling link (not depicted; in particular, a transverse link) connects a vehicle wheel (likewise not depicted) to the chassis subframe.
  • the attaching lugs 3 are arranged such that they are oriented or project from the longitudinal beam 1 in each case substantially in the vehicle transverse direction Y.
  • a link can then be fastened between the two lugs 3 by means of a screw connection, for example.
  • a support plate 2 can be seen on each longitudinal beam 1 in FIG. 1 .
  • the support plate 2 is produced in each case by the sheet metal forming method together with one of the two shells 1 . 1 , 1 . 2 as a common component.
  • the support plate 2 is produced with the lower shell 1 . 2 of the longitudinal beam 1 .
  • the support plate 2 is of at least approximately flat and planar configuration, and is arranged so as to project from the longitudinal beam 1 at least substantially in the vehicle transverse direction Y in a horizontal plane.
  • the attaching lugs 3 are connected in each case to the support plate 2 . Furthermore, the attaching lugs 3 are connected to the longitudinal beam 1 . In this specific case, these connections are realized by a welded connection which takes place by way of a plurality of weld seams 4 . 1 , 4 . 2 , 4 . 3 , 4 . 4 , 4 . 5 .
  • the weld seams are indicated diagrammatically by way of black bars.
  • a respective attaching lug 3 (as can be seen in FIG. 3 ) is connected to the support plate 2 via weld seams 4 . 1 , 4 . 3 which run substantially in the vehicle transverse direction Y.
  • At least one attaching lug 3 is attached to the flat surface (oriented substantially in a horizontal plane) of the upper shell 1 . 1 of the longitudinal beam 1 .
  • this attachment takes place by way of a weld seam 4 . 4 which is oriented at least approximately in the vehicle transverse direction Y.
  • the orientation of the weld seams in the vehicle transverse direction and a configuration of the weld seams on a surface of the shells which extends as far as possible in the horizontal plane enable an optimized force flow during the introduction of the link forces and an increased service life of the link attachment and the chassis subframe itself.
  • the lugs 3 can be connected to the longitudinal beam by way of further weld seams 4 . 5 , 4 . 2 .
  • the support plate 2 serves, in particular, as a reinforcement for the link attachment.
  • the wheel controlling link is then preferably screwed to the two attaching lugs 3 in the vehicle longitudinal direction X.
  • a recess is provided in the support plate 2 , into which recess a link can be guided.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Architecture (AREA)
  • Structural Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Body Structure For Vehicles (AREA)
US18/028,665 2020-10-05 2021-09-29 Chassis Subframe of a Two-Track Vehicle Pending US20230331306A1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE102020125974.3A DE102020125974A1 (de) 2020-10-05 2020-10-05 Achsträger eines zweispurigen Fahrzeuges
DE102020125974.3 2020-10-05
PCT/EP2021/076774 WO2022073818A1 (de) 2020-10-05 2021-09-29 Achsträger eines zweispurigen fahrzeuges

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US20230331306A1 true US20230331306A1 (en) 2023-10-19

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US18/028,665 Pending US20230331306A1 (en) 2020-10-05 2021-09-29 Chassis Subframe of a Two-Track Vehicle

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US (1) US20230331306A1 (de)
CN (1) CN116323373A (de)
DE (1) DE102020125974A1 (de)
WO (1) WO2022073818A1 (de)

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